Driving force controller for a vehicle

ABSTRACT

The driving force control unit for vehicle comprises a driving condition detecting unit for detecting the vehicle driving condition, a selector for selecting one of driving modes by manipulation, the driving modes including a first mode having a driving force characteristic suitable for normal driving and a second mode having a suppressed driving force, and driving force setting unit for setting a driving force indication value based on the selected mode and the vehicle driving conditions. The selector being formed by a multiple switch having a push switch which turns to ON state when a pressing force direction manipulation is applied, and other switch which turns to ON state when manipulation other than the pressing force direction is applied, the second mode is selected by the ON manipulation of the push switch.

CROSS REFERENCE TO RELATED APPLICATIONS

The disclosures of Japanese Applications No. 2006-106146 filed on Apr.7, 2006 and No. 2006-140754 filed on May 19, 2006 including thespecification, drawings, and abstract is incorporated herein byreference in its entirety.

BACKGROUND OF THE INVENITON

1. Technical Field

The present invention relates to a driving force controller for avehicle which selects one driving force characteristic from a pluralityof different driving force characteristics by manipulation (outsideoperation) and determines driving force based on the selected drivingforce characteristic.

2. Related Art

According to a so-called electronic control throttle type engine whichelectrically controls a throttle valve known in the art, an acceleratorpedal and the throttle valve are not mechanically linked. Thus, theopening of the throttle valve (throttle opening) can be non-linearlycontrolled for the operating amount of the accelerator pedal(accelerator opening).

For example, a technology disclosed in JP-A-2005-188384 divides thedriving condition of the engine into a plurality of driving ranges basedon engine rotational speed and accelerator opening and creates a map foreach of the driving ranges so as to control the opening of the throttlevalve in accordance with the operation condition of the engine.

According to the technology disclosed in this reference, excellentdriving performance is obtained by increasing potential to the maximumat the time of high-speed running, and driving with reduced power isattained when stopping and running are repeated in such cases as trafficcongestion. Thus, excellent drivability can be achieved.

According to the technology shown in the above reference, an appropriatemap is automatically selected for each of the driving ranges, and thethrottle opening is controlled in accordance with the selected map. Inthis case, when a vehicle having a high-performance engine such as aturbo engine is running on an ordinary road, the driving range isshifted to a full acceleration range and extremely high accelerationperformance is offered by a largest possible amount of operation of theaccelerator pedal. Therefore, during running on the ordinary road, it isrequired that the operation amount of the accelerator pedal iscontinuously and finely adjusted, which increases nervousness of controlover the acceleration.

When power for the engine is excessively reduced, sufficientacceleration is not obtained at the time of high-speed running orrunning on an upward slope. As a result, the driver feels insufficientpower of the vehicle.

For example, a technology disclosed in JP-A-2000-161098 selects one ofthe automatic transmission shift patterns between normal mode foreconomic efficiency and the power mode for accelerating performance byan operation for a mode select switch.

According to the technology shown in the above reference, one of powermode and normal node can be selected by ON/OFF operation of the modeselect switch. However, if this mode select switch is formed by a pushswitch type, it is a possibility for causing the incorrect operationsuch as ON operation or OFF operation. If the mode select switch isoperated to select ON state when the vehicle is drove in a normal mode,the transmission shift pattern is changed to the power mode so that thedriving force is sudden increased. This change causes the driver'sinsecurity feeling.

SUMMARY OF THE INVENTION

Accordingly, it is an object of the invention to provide a driving forcecontrol unit for a vehicle capable of allowing selection of otherdriving force characteristics after purchase of the vehicle to increaseusability of the vehicle.

Furthermore, it is an object of the invention to provide a driving forcecontrol unit for a vehicle capable of preventing the driving forcesudden increasing even if the wrong mode is selected so as to drive thevehicle safely.

The invention has been made under such circumstances and it is a firstobject of the invention to provide a driving force control unit forvehicle, comprises a driving condition detecting unit for detecting thevehicle driving condition; a selector for selecting one of driving modesby manipulation, said driving modes including a first mode having adriving force characteristic suitable for normal driving and a secondmode having a suppressed driving force; and driving force setting unitfor setting a driving force indication value based on said selected modeand said vehicle driving conditions, said selector being formed by amultiple switch having a push switch which turns to ON state when apressing force direction manipulation is applied, and other switch whichturns to ON state when manipulation other than said pressing forcedirection is applied, said second mode is selected by said ONmanipulation of said push switch.

According to a second aspect of the invention, the driving force controlaccording to the first aspect, said vehicle driving condition isdetected according to accelerator opening amount and engine rotationalspeed, said each modes are memorized as mode maps based on saidaccelerator opening amount and said engine rotational speed, saiddriving force setting unit sets said driving force indication value byreference to said mode maps based on said accelerator opening amount andsaid engine rotational speed.

According to a third aspect of the invention, the driving force controlaccording to the first aspect, said selector is provided on a centerconsol and around the shit lever of a transmission.

According to a fourth aspect of the invention, the driving force controlaccording to the first aspect, said multiple switch is formed as ashuttle switch with said push switch.

According to a fifth aspect of the invention, the driving force controlaccording to the first aspect, said multiple switch is formed as a pushswitch which turns to ON state when a first pressing force manipulationis applied, and other switch which turns to ON state when a secondpressing force manipulation which is different direction of said firstpressing force manipulation.

According to a sixth aspect of the invention, the driving force controlunit for vehicle, comprises a vehicle driving condition detecting unitfor detecting the vehicle driving condition; a selector for selectingone of driving modes by manipulation, said driving modes including afirst mode having a driving force characteristic suitable for normaldriving, a second mode having a suppressed driving force characteristicand third mode having a emphasizing driving force characteristic; anddriving force setting unit for setting the driving force indicationvalue based on the selected driving mode and the vehicle drivingconditions, said selector being formed by a multiple switch having apush switch which turns to ON state when a pressing force manipulationis applied, and a pair of switches which turns to ON state whenoperation other than the pressing force manipulation is applied, thesecond mode is selected by the ON operation of the push switch, and thefirst mode is selected by the ON operation of one switch of the pair ofswitches, and the third mode is selected by the ON operation of theother switch of the pair of switches.

According to seventh aspect of the invention, the driving force controlaccording to the sixth aspect of the invention, said vehicle drivingcondition is detected according to accelerator opening amount and enginerotational speed, said each modes are memorized as mode maps based onsaid accelerator opening amount and said engine rotational speed, saiddriving force setting unit sets said driving force indication value byreference to said mode maps based on said accelerator opening amount andsaid engine rotational speed.

According to eighth aspect of the invention, the driving force controlaccording to the sixth aspect of the invention, said selector isprovided on a center consol and around the shit lever of a transmission.

According to ninth aspect of the invention, the driving force controlaccording to the sixth aspect of the invention, said multiple switch isformed as a shuttle switch with said push switch.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of an instrument panel and a center consoleas viewed from a driver's seat side;

FIG. 2 is a front view of a combination meter;

FIG. 3 is a perspective view of a mode selection switch;

FIG. 4 is an explanatory view showing a display example of amulti-information display;

FIG. 5A to FIG. 5C are explanatory views showing a display example ofthe multi-information display at the time of changing over a mode;

FIG. 6 is a constitutional view of a driving force control unit;

FIG. 7 is a flowchart showing a starting time control routine;

FIG. 8 is a flowchart showing a mode map selection routine;

FIG. 9 is a flowchart showing an engine control routine;

FIG. 10 is a flowchart showing a temporary changeover control routine;

FIG. 11A is a conceptual view of a normal mode map, FIG. 11B is aconceptual view of a save mode map, and FIG. 11C is a conceptual view ofa power mode map;

FIG. 12 is flowchart showing a temporary changeover control routine;

DESCRIPTION OF THE PREFERRED EMBODIMENT Preferred Embodiments Of TheInvention

Hereinafter, first and second embodiments of the invention are explainedin conjunction with drawings. FIG. 1 shows a perspective view of aninstrument panel and a center console as viewed from a driver's seatside.

First Embodiment

As shown in FIG. 1, the instrument panel 1 which is arranged in a frontportion in the inside of a cabin of a vehicle extends laterally in thevehicle width direction, and a combination meter 3 is arranged on theinstrument panel 1 which is positioned in front of a driver's seat 2.Further, at the substantially center of the instrument panel 1 in thevehicle width direction, a center display 4 which is used as a displaymeans constituting a well-known car navigation system is arranged.

Further, on a center console 6 which is arranged between the driver'sseat 2 and a passenger seat 5 and extends toward a rear side of avehicle body from the instrument panel 1 side, a selection lever 7 whichis used to select a range of an automatic transmission is arranged, anda mode selection switch 8 which is used as a selection means forselecting driving force characteristic of an engine is arranged behindthe selection lever 7. Further, a steering wheel 9 is arranged in frontof the driver's seat 2.

The steering wheel 9 includes a center pad portion 9 a which houses anair bag or the like, and the center pad portion 9 a and left, right andlower portions of a grip portion 9 b which is arranged around the centerpad portion 9 a are connected with each other by way of 3 spokes 9 c. Adisplay changeover switch 10 which is used as a display changeover meansis arranged on a left lower portion of the center pad portion 9 a.Further, a temporarily changeover switch 11 which is used as atemporarily changeover means is arranged on a right lower portion of thecenter pad portion 9 a.

Further, as shown in FIG. 2, on left and right sides of the combinationmeter 3 close to the center, a tachometer 3 a which indicates an enginerotational speed and a speed meter 3 b which indicates a vehicle speedare respectively arranged. Further, a water temperature meter 3 c whichindicates a cooling water temperature is arranged on the left side ofthe tachometer 3 a, and a fuel level meter 3 d which indicates residualfuel quantity is arranged on the right side of the speed meter 3 b.Further, a gearshift position display portion 3 e which indicates acurrent position of gearshift is arranged on a center portion of thecombination meter 3. Here, symbol 3 f indicates a warning lamp, andsymbol 3 g indicates a trip reset switch which resets a trip meter. Apush button of the trip reset switch 3 g projects toward the driver'sseat 2 side from the combination meter 3, and the trip meter is resetwhen the driver or the like continuously turns on the trip reset switch3 g for a predetermined time or more by pushing the push button.

Further, on a lower portion of the tachometer 3 a, a multi informationdisplay (hereinafter, abbreviated as “MID”) 12 which is used as adisplay means for respectively displaying information such as mileage,fuel consumption, the engine driving force by changing over a pluralityof display images is arranged. Further, on a lower portion of the speedmeter 3 b, a fuel consumption meter 13 which indicates astate of fuelefficiency based on the difference between the instantaneous fuelconsumption and the trip average fuel consumption is arranged.

Further, as shown in FIG. 3, the mode selection switch 8 is a shuttleswitch which arranges a push switch parallel thereto. When an operator(since the operator is generally the driver, the explanation is made byreferring the operator as “driver” hereinafter) manipulates amanipulation knob 3 a, the driver can select three kinds of modesdescribed later (a normal mode 1 which is a first mode, a save mode 2which is a second mode, and a power mode 3 which is a third mode). Thatis, in this embodiment, by rotating the manipulation knob 3 a in theleft direction, a left switch is turned on and the normal mode 1 isselected. By rotating the manipulation knob 3 a in the right direction,a right switch is turned on and the power mode 3 is selected. On theother hand, by pushing the manipulation knob 3 a in the lower direction,the push switch is turned on and the save mode 2 is selected. Here, byallocating the save mode 2 to the push switch, even when the push switchis turned on erroneously during traveling, for example, the mode is justchanged over to the save mode 2 where an output torque is suppressed asdescribed later, hence there is no possibility that the driving force isacutely increased thus ensuring the safe driving of the driver.

Here, output characteristics of the respective modes 1 to 3 are brieflyexplained. The normal mode 1 is set such that an output torque ischanged approximately linearly with respect to a operation amount of theaccelerator pedal 14 (accelerator opening degress) (see FIG. 11A). Thenormal mode 1 is a mode which is suitable for normal driving.

Further, the save mode 2 is set as a mode in which by saving an enginetorque alone or by saving an engine torque in synchronism with a lock-upcontrol in case of an automatic transmission, smooth outputcharacteristic is obtained while ensuring a sufficient output thusallowing a driver to enjoy the acceleration work. Further, in the savemode 2, the output torque is suppressed and hence, it is possible toachieve both of the easy drive ability and low fuel consumption(economical efficiency) in a well balanced manner. Further, for example,even in case of a vehicle with a 3 litter engine, the smooth outputcharacteristic is obtained while ensuring a sufficient outputcorresponding to the 2 litter engine. Particularly, the easy-to-driveperformance is achieved in a practical-use region such as traveling intowns.

The power mode 3 is set as a modein which the output characteristicswith an excellent response from a low speed region to a high speedregion of the engine is achieved and, at the same time, in case of anautomatic transmission, a shift-up point is changed in accordance withengine torque, hence the vehicle can cope with a sporty or zippy drivingon a winding load or the like. That is, in the power mode 3, the highresponse characteristic is set with respect to the operation amount ofthe accelerator pedal 14 and hence, in case of a vehicle with a 3 litterengine, for example, a maximum torque is generated at a lower operationamount of the accelerator pedal 14 such that a potential of the 3 litterengine can be exercised at maximum. Here, driving force indicationvalues (target torques) of the respective modes (normal mode 1, savemode 2, power mode 3) are, as described later, set based on 2 parametersconsisting of an engine rotational speed and accelerator openingdegress.

A display changeover switch 10 is manipulated to change over informationdisplayed on a MID 12 and includes a forward feeding switch portion 10a, a reverse feeding switch portion 10 b, and a reset switch portion 10c. FIG. 4 illustrates items for every images displayed on the MID 12 asan example. Here, the MID 12 may be a color display.

In this embodiment, 6 kinds of images (a) to (f) are set, wherein eachtime the forward feeding switch portion 10 a is turned on, the imagesare changed over in order from (a) to (f). When the forward feedingswitch portion 10 a is turned on in a state that the image (f) isdisplayed, the initial image (a) is displayed. On the other hand, whenthe reverse feeding switch portion 10 b is turned on, the image ischanged over in the reverse direction.

The image (a) is an initial image which is displayed when the ignitionswitch is turned on. On the image (a), an odometer is displayed in alower stage and a trip meter is displayed in an upper stage. Further, acurrent mode (“2” indicative of the save mode 2 in the drawing) isdisplayed at a left end of the image (a).

On the image (b), a mileage measured by the trip meter and a tripaverage fuel consumption [km/L] calculated based on a total fuelinjection pulse width (pulse time) in the mileage are displayed in alower stage, while a mileage during several seconds and an instantaneousfuel consumption [km/L] calculated based on the total fuel injectionpulse width (pulse time) in the moment are displayed in an upper stage.

On the image (c), an operation time from a point of time that the engineis started is displayed in a lower stage and an outside temperature [°C] is displayed in an upper stage.

On the image (d), an approximately traveling possible distance [Km]calculated based on residual fuel quantity in the inside of a fuel tankand the trip average fuel consumption is displayed.

On the image (e), an acceleration-torque line of the currently selectedmode (the save mode 2 being indicated in the drawing) is displayed. Inthe acceleration-torque line, an output torque of the engine is taken onan axis of ordinates and the accelerator opening degress is taken on anaxis of abscissas, and a power display region P is set in the inside ofthe displayed acceleration-torque line. In the power display region P,being interlocked with the increase or the decrease of the acceleratoropening degress, the band showing the power level is linearly expandedor contracted in a transverse direction. Accordingly, by observing thedisplayed power level, the driver can easily grasp the current drivingstate.

The current time is displayed on the image (f).

As shown in FIG. 5A to FIG. 5C, the above-mentioned acceleration-torqueline displayed on the image (e) differs for every selected mode, thatis, the normal mode 1, the save mode 2 or the power mode 3. FIG. 5Ashows the acceleration-torque line L1 which constitutes a driving forcecharacteristic line displayed when the normal mode 1 is selected. FIG.5B shows the acceleration-torque line L2 which constitutes a drivingforce characteristic line displayed when the save mode 2 is selected.And FIG. 5C shows the acceleration-torque line L3 which constitutes adriving force characteristic line displayed when the power mode 3 isselected.

Here, the above-mentioned image (e) shown in FIG. 4 may be displayed onthe MID 12 as an initial image when the ignition switch is turned on. Inthis case, immediately after the initial image is displayed, therespective acceleration-torque lines L1, L2, L3 are simultaneouslydisplayed and, with a time delay, other acceleration-torque lines may befaded out while leaving only the acceleration-torque line correspondingto the currently set mode.

In FIG. 5B, to compare the driving force characteristics of theacceleration-torque lines L1, L2, L3 for respective modes, theacceleration-torque lines L1, L3 are indicated by a broken line in anoverlapped manner. Here, these acceleration-torque lines L1, L3 areindicated for the conveniences sake and are not displayed in an actualoperation. As shown in FIG. 5B, the power mode 3 possesses thecharacteristic which exhibits a larger throttle change quantity inresponse to a step-on operation of the accelerator pedal. Here, a largertarget torque is set with respect to the accelerator opening degress.The normal mode 1 is set to possess the characteristic where thethrottle opening is linearly arranged with respect to the operationamount of the accelerator pedal. Compared to the driving forcecharacteristic of the power mode 3, the normal mode 1 possesses thecharacteristic which exhibits the relatively small throttle changequantity in response to the step-on operation of the accelerator pedal.That is, the normal mode 1 is set to acquire the favorable drivingperformance in a usual driving region where the accelerator openingdegress is relatively small.

Further, the save mode 2 is is set such that the driver can enjoy theacceleration work with the smooth output characteristic while ensuring asufficient output.

Here, the content displayed in FIG. 5A to FIG. 5C (the image shown inFIG. 4(e)) may be always displayed on an information display which isseparately provided in the inside of the tachometer 3 a. Alternatively,only the display content shown in FIG. 5A to FIG. 5C is displayed on theMID 12 and other display contents shown in FIG. 4 may be displayed on aninformation display which is additionally provided.

Further, in the fuel consumption meter 13, a neutral position indicatesthe trip average fuel consumption [Km/L]. When the instantaneous fuelconsumption [Km/L] is higher than the trip average fuel consumption[Km/L], a pointer 13 a is swung in the plus (+) direction in response tothe deviation, while when the instantaneous fuel consumption [Km/L] islower than the trip average fuel consumption [Km/L], the pointer 13 a isswung in the minus (−) direction in response to the deviation.

Here, as shown in FIG. 6, to the vehicle, through an interiorcommunication circuit 16 such as a CAN (Controller Area Network)communication, control devices which constitutes arithmetic operationmeans for controlling the vehicle such as a meter control device(meter_ECU) 21, an engine control device (E/G_ECU) 22, a transmissioncontrol device (T/M_ECU) 23, a navigation control device(navigation_ECU) 24 are connected in an intercommunicable manner. Eachone of the ECU 21 to 24 is mainly constituted of a computer such as amicrocomputer and includes well-known CPU, ROM, RAM and a non-volatilememory means such as EEPROM.

The meter_ECU 21 is provided for controlling the whole display of thecombination meter 3. Here, the mode selection switch 8, the displaychangeover switch 10, a temporary changeover switch 11 and the tripreset switch 3 g are connected to an input side of the meter_ECU 21,while instruments such as the tachometer 3 a, the speed meter 3 b, thewater temperature meter 3 c, the fuel meter 3 d, a combination meterdrive part 26 which drives the warning lamp 3 f, an MID drive part 27,and a fuel meter drive part 28 are connected to an output side of themeter_ECU 21.

The E/G_ECU 22 is provided for controlling an operation state of theengine. To an input side of the E/G_ECU 22, a group of sensors whichdetect the vehicle and engine operation states such as an enginerotational speed sensor 29 which constitutes an operation statedetection means for detecting an engine rotational speed which is atypical example of parameters indicating the engine operation statebased on a rotation of a crankshaft or the like, an intake air quantitysensor 30 which is arranged immediately downstream of an air cleaner orthe like and detects the intake air quantity, an accelerator openingsensor 31 which constitutes an accelerator opening detection means fordetecting accelerator opening degress of the accelerator pedal 14, athrottle opening sensor 32 which is interposed in an intake passage anddetects opening of a throttle valve (not shown in the drawing) foradjusting an intake air quantity supplied to respective cylinders of theengine, a water temperature sensor 33 which constitutes an enginetemperature detection means for detecting cooling water temperatureindicative of an engine temperature are connected. Further, to an outputside of the E/G_ECU 22, a group of actuators which controls the drivingof the engine such as an injector 36 which injects a predeterminedmeasured fuel to a combustion chamber, a throttle actuator 37 which ismounted in an electronic throttle control device (not shown in thedrawing) are connected.

The E/G_ECU 22 sets fuel injection timing and a fuel injection pulsewidth (pulse time) with respect to the injector 36 based on inputteddetection signals from the respective sensors. Further, E/G_ECU 22outputs the throttle driving signal to the throttle actuator 37 whichdrives the throttle valve thus controlling the opening of the throttlevalve.

Here, in the volatile memory means which is provided to the E/G_ECU 22and constitutes a portion of the driving force setting means, aplurality of different driving force characteristics is stored in a mapform. As the respective driving force characteristics, in thisembodiment, three kinds of mode maps Mp1, Mp2, Mp3 are provided. Asshown in FIG. 11A to FIG. 11C, the respective mode maps Mp1, Mp2, Mp3are configured as a three-dimensional map in which the acceleratoropening degress and the engine rotational speed are taken on matrixaxes, and driving force indication values (target torques) are stored inrespective matrix points.

The respective mode maps Mp1, Mp2, Mp3 are basically selected by themanipulation of the mode selection switch 8. That is, when the normalmode 1 is selected by the mode selection switch 8, the normal mode mapMp1 which constitutes the first mode map is selected. When the save mode2 is selected by the mode selection switch 8, the save mode map Mp2which constitutes the second mode map is selected. Further, when thepower mode 3 is selected by the mode selection switch 8, the power modemap Mp3 which constitutes the third mode map is selected.

Hereinafter, the driving force characteristics of the respective modemaps Mp1, Mp2, Mp3 are explained. The normal mode map Mp1 shown in FIG.11A is set to exhibit the characteristic in which the target torque islinearly changed in a region where the accelerator opening degress isrelatively small, and the maximum target torque is obtained when theopening of the throttle valve is close to a wide-open throttle.

Further, in the save mode map Mp2 shown in FIG. 11B, compared to theabove-mentioned normal mode map Mp1, the elevation of the target torqueis suppressed and hence, the driver can enjoy the acceleration work bywidely using the stroke of the accelerator pedal 14. Further, since theelevation of the target torque is suppressed, it is possible to achieveboth of the easy drive ability and the low fuel consumption in a wellbalanced manner. For example, in case of a vehicle with a 3 litterengine, the smooth output characteristic is obtained while ensuring asufficient output corresponding to the 2 litter engine. Particularly,the target torque is set to achieve easy-to-drive performance in apractical-use region such as traveling in towns.

Further, in the power mode map Mp3 shown in FIG. 11C, a change rate ofthe target torque in response to the change of the accelerator openingdegress is largely set in the substantially all driving region.Accordingly, for example, in case of a vehicle with a 3 litter engine,the target torque is arranged to maximize potential of the 3 litterengine. Here, the substantially same driving force characteristic is setin a low speed region including an idling rotational speed in therespective mode maps Mp1, Mp2, Mp3.

In this manner, according to this embodiment, when any one of the modes1, 2, 3 is selected in response to the manipulation of the modeselection switch 8 by the driver, the corresponding mode map Mp1, Mp2 orMp3 is selected, and the target torque is set based on the mode map Mp1,Mp2 or Mp3 and hence, the driver can enjoy three kinds of accelerationresponses which differ completely from each other using one vehicle.

Here, an open/close speed of the throttle valve is also set such thatthe throttle valve is operated gently in the mode map Mp2 and is rapidlyoperated in the mode map Mp3.

Further, the T/M_ECU 23 is provided for performing the gear changecontrol of the automatic transmission. To an input side of the T/M_ECU23, a vehicle speed sensor 41 which detects a vehicle speed based on arotational speed of a transmission output shaft or the like, aninhibiter switch 42 which detects a range in which the selection lever 7is positioned are connected, while to an output side of the T/M_ECU 23,a control valve 43 which performs the gear change control of theautomatic transmission and a lock-up actuator 44 which performs alock-up operation of a lock-up clutch are connected. The T/M_ECU 23determines the range of the selection lever 7 in response to a signalfrom the inhibitor switch 42. When the selection lever 7 is positionedin a D range, the T/M_ECU 23 performs the change gear control byoutputting a change gear signal to the control valve 43 in accordancewith a predetermined transmission pattern. Here, the transmissionpattern is variably set corresponding to the modes 1, 2, 3 set in theE/G_ECU 22.

Further, when the lock-up condition is satisfied, a slip lock-up signalor a lock-up signal is outputted to the loch-up actuator 44 so as tochangeover the relationship between input/output elements of a torqueconverter into a slip lock-up state or a lock-up state from a converterstate. Here, the E/G_ECU 22 corrects the target torque τe when the stateof the torque converter is changed to a slip lock-up state or a lock-upstate. As a result, for example, when the mode M is set to the save mode2, the target torque τe is corrected to the one which allows more fuelefficient traveling.

The navigation_ECU 24 is mounted in a well-known car navigation system,and detects a position of the vehicle based on positional data obtainedfrom a GPS satellite or the like and, at the same time, calculates aguide route to the destination. Further, the navigation_ECU 24 displaysthe present position and the guide route of the own car as the map dataon the center display 4. In this embodiment, the navigation_ECU 24 candisplay various information to be displayed on the MID 12 on the centerdisplay 4.

Next, steps for controlling the operation state of the engine executedby the above-mentioned E/G_ECU 22 is explained in accordance withflowcharts shown in FIG. 7 to FIG. 10.

When the ignition switch is turned on, first of all, the start-up timecontrol routine shown in FIG. 7 is initiated only one time. In thisroutine, first of all, in step S1, the mode M (M: normal mode 1, savemode 2, power mode 3) stored the last time the ignition switch wasturned off is read.

Then, the processing advances to step S2, and it is determined whetherthe mode M is the power mode 3 or not. When the mode M is the power mode3, the mode M is forcibly set to the normal mode 1 (M→mode 1) and theroutine is finished.

Further, when the mode M is the mode other than the power mode 3, thatis, the normal mode 1 or the save mode 2, the routine is finished as itis.

In this manner, when the mode M stored the last time the ignition switchwas turned off is the power mode 3, the mode M at the time of turning onthe ignition switch is forcibly changed to the normal mode 1 (M→mode 1),hence there is no possibility that the vehicle starts rapidly and, thus,the vehicle can obtain the favorable start performance even when theaccelerator pedal 14 is slightly depressed.

Then, when this start-up time control routine is finished, the routinesshown in FIG. 8 to FIG. 10 are executed for every predeterminedcalculation cycle. First of all, the mode map selection routine shown inFIG. 8 is explained.

In this routine, first of all, the currently set mode M is read in stepS11, and it is determined which mode (normal mode 1, save mode 2 orpower mode 3) is set by reference to the number of the mode M in stepS12. Then, when set is the normal mode 1, the processing advances tostep S13. When set is the save mode 2, the processing is branched tostep S14. Further, when set is the power mode 3, the processing isbranched to step S15. Here, at the time of executing the first routineafter the ignition switch is turned on, the mode M is either one of thenormal mode 1 or the save mode 2 and hence, the processing is notbranched in step S15. However, when the driver rotates the manipulationknob 3 a of the mode selection switch 8 in the right direction after theignition switch is turned on to select the power S# mode, the mode M isset to the power mode 3 in step S23 described later and hence, theprocessing is branched to step S15 from step S12 at the time ofexecuting succeeding routine.

Then, when it is determined that the mode M is set to the normal mode 1and the processing advances to step S13, the normal mode map Mp1 storedin the non-volatile memory means of the E/G_ECU 22 is set as the modemap of this time and the processing advances to step S19. Further, whenit is determined that the mode M is set to the save mode 2 and theprocessing advances to step S14, the save mode map Mp2 is set as themode map of this time and the processing advances to step S19.

On the other hand, when it is determined that the mode M is set to thepower mode 3 and the processing is branched to step S15, in steps S15and S16, a cooling water temperature Tw detected by the watertemperature sensor 33 as the engine temperature is compared with apredetermined lower temperature as a warm-up determination temperatureTL and a predetermined upper temperature as an over heat determinationtemperature TH. Then, when it is determined that the cooling watertemperature Tw is equal to or above the warm-up determinationtemperature TL (Tw>TL) instep S15 and when it is determined that thecooling water temperature Tw is below the over heat determinationtemperature TH (Tw<TH) in step S16, the processing advances to step S17.

On the other hand, when it is determined that the cooling watertemperature Tw is below the warm-up determination temperature TL (Tw<TH)in step S15 or when it is determined that the cooling water temperatureTw is equal to or above the over heat determination temperature TH(Tw>TH) in step S16, the processing is branched to step S18 and the modeM is set to normal mode 1 (M→mode 1) and the processing returns to stepS13.

In this manner, according to this embodiment, even when the drivermanipulates the mode selection switch 8 to select the power mode 3 afterthe ignition switch is turned on, the mode M is forcibly made to returnto the normal mode 1 in the event that the cooling water temperature Twis equal to or below the warm-up determination temperature TL or equalto or above the over heat determination temperature TH. Accordingly, adischarge quantity of exhaust emission can be suppressed at the time ofengine warm-up, and the engine and its peripheral equipment can beprotected from a heat defect by suppressing the output at the time ofover heat. Here, when the mode M is forcibly made to return to thenormal mode 1, the warning lamp 3 f is turned on or blinked to informthe driver that the mode M is forcibly made to return to the normal mode1. In this case, the return of the mode M to the normal mode 1 may benotified by a buzzer or sounds.

Next, when the processing advances to step S19 from any one of stepsS13, S14 and S17, it is determined whether the mode selection switch 8is manipulated or not. When it is determined that the manipulation ofthe mode selection switch 8 is not performed, the routine is finished.Further, when it is determined that the manipulation of the modeselection switch 8 is performed, the processing advances to step S20 andit is determined which mode is selected by the driver.

Then, when it is determined that the driver selects the normal mode (theknob 3 a being rotated in the left direction), the processing advancesto step S21 to set the mode M to the normal mode 1 (M→mode 1), and theroutine is finished. Further, when it is determined that the driverselects the save mode 2 (the knob 3 a being pushed) (M→mode 2), theprocessing advances to step S22 to set the mode M to the save mode 2(M→mode 2), and the routine is finished. Further, when it is determinedthat the driver selects the power mode 3 (the knob 3 a being rotated inthe right direction), the processing advances to step S23 to set mode Mto the power mode 3 (M→mode 3), and the routine is finished.

In this manner, in this embodiment, the E/G_ECU 22 functions as the modeselection control means.

In this embodiment, the mode M can be set to the power mode 3 bymanipulating the knob 3 a of the mode selection switch 8 after turningon the ignition switch and hence, it is also possible to start thevehicle with the power mode 3. In this case, the driver consciouslyselects the power mode and hence, the driver would not be frightened atthe large driving force generated at the start.

Next, an engine control routine shown in FIG. 9 is explained.

In this routine, first of all, in step S31, the currently selected modemap (Mp1, Mp2 or Mp3: see FIG. 11) is read and, subsequently, in stepS32, an engine rotational speed Ne detected by the engine rotationalsensor 29 and accelerator opening degress θacc detected by theaccelerator opening sensor 31 are read.

Then, the processing advances to step S33 in which a target torque τwhich constitutes a driving force indication value is determined basedon both parameters Ne and θacc by reference to the mode map read in stepS31 with the interpolation calculation.

Next, the processing advances to step S34 in which a target throttleopening θe corresponding to the target torque τe is determined as afinal driving force indication value.

Then, the processing advances to step S35 in which a throttle openingθth detected by the throttle opening sensor 32 is read. In step S36, afeedback control is applied to the throttle actuator 37 which performsan open/close operation of the throttle valve mounted in the electronicthrottle control device such that the throttle opening θth is convergedto the target throttle opening θe. Then, the routine is finished.

As a result, when the driver manipulates the accelerator pedal 14, thethrottle valve is opened or closed in accordance with the mode maps Mp1,Mp2 and Mp3 corresponding to the mode M (M: normal mode 1, save mode 2,power mode 3) selected by the driver, using the accelerator openingdegress θacc and the engine rotational speed Ne as parameters. When themode M is set to the normal mode 1, an output torque is presetapproximately linearly with respect to an operation amount of theaccelerator pedal (accelerator opening degress θacc) and hence, thenormal driving can be performed.

Further, when the mode M is set to the save mode 2, the elevation of thetarget torque is suppressed and hence, the driver can enjoy theacceleration work by widely using the stroke of the accelerator pedal 14and, at the same time, it is possible to acquire both of easy driveability and low fuel consumption in a well-balanced manner. Accordingly,even in case of a vehicle with a 3 litter engine, the smooth driving canbe performed while ensuring a sufficient output corresponding to the 2litter engine and hence, the vehicle can obtain the favorable drivingperformance in a practical-use region such as towns and the cities.

Further, when the mode M is set to the power mode 3, a high accelerationresponse is obtained and hence, the vehicle can perform more sportytraveling.

As a result, the driver can enjoy three kinds of acceleration responseswhich completely differ from each other with one vehicle. Accordingly,the driver can arbitrarily select the preferred driving forcecharacteristic even after purchasing the vehicle and can drive thevehicles corresponding to three vehicles having differentcharacteristics with one vehicle.

Further, in this embodiment, when the temporary changeover switch 11which is mounted on the steering wheel 9 is manipulated or the selectionlever 7 is positioned to the R range, the mode M is temporarily changedover. This temporarily changeover control is executed in accordance witha temporarily changeover control routine shown in FIG. 10.

In this routine, first of all, it is determined whether the selectionlever 7 is positioned to the R range or not based on a signal from theinhibitor switch 42 in step S51. When it is determined that theselection lever 7 is positioned to the R range, the processing advancesto step S52, while when the selection lever 7 is positioned to a rangeother than the R range, the processing advances to step S55.

When the processing advances to step S52, the current mode M is referredand the routine is finished except for a state in which the mode M isset to the power mode 3. Further, when the mode M is set to the powermode 3, the processing advances to step S53 to set a reverse flag FR(FR→1) and the processing advances to step S54 to set the mode M to thenormal mode 1 (M→mode 1) and the routine is finished.

In this manner, according to this embodiment, when the selection lever 7is moved to the R range in a state that the mode M is set to the powermode 3, the mode M is forcibly changed over to the normal mode 1 andhence, even when the accelerator pedal 14 is depressed slightly atdriving the vehicle backward, there is no possibility that the vehiclesuddenly travels backward thus acquiring the favorable backward travelperformance.

On the other hand, when it is determined that the selection lever 7 ispositioned to the range other than the R range in step S51 and theprocessing advances to step S55, the reverse flag FR is referred. Whenthe reverse flag FR is 1 (FR=1), that is, in the first routine after theselection lever 7 is changed over to another range from the R range, theprocessing advances to step S56 in which the mode M is made to return tothe power mode 3 (M→mode 3). Then the processing advances to step S57 inwhich the reverse flag FR is cleared (FR→0) and the processing advancesto step S58.

As a result, in a state that after the mode M is forcibly changed overto the normal mode 1 from the power mode 3 because of the manipulationof the selection lever 7 to the R range, the selection lever 7 is movedto the D range, for example, the mode M is made to automatically returnto the initial power mode 3 and hence, the driver can start the vehiclewithout feeling a discomfort.

Further, when it is determined that the reverse flag FR is 0 (FR=0) instep S55, the processing jumps to step S58.

Then, when the processing advances to step S58 from step S55 or stepS57, it is determined whether the temporary changeover switch 11 isturned on or not. Then, when it is determined that the temporarychangeover switch 11 is not turned on, the routine is finished as it is.

On the other hand, when it is determined that the temporary changeoverswitch 11 is turned on, the processing advances to step S59 to read thecurrent mode M, and in step S60, it is determined whether the mode M isset to the power mode 3 or not.

Then, when it is determined that the mode M is set to a mode (normalmode 1 or save mode 2) other than the power mode 3, the processingadvances to step S61 in which the mode M at the time the temporarychangeover switch 11 is turned on is stored as a previous mode M(n-1)(M(n-1)→M) and the processing advances to step S62. In step S62, thecurrent mode M is set to the power mode 3 (M→mode 3) and the routine isfinished.

In this manner, according to this embodiment, even when the mode M isset to the normal mode 1 or the save mode 2 using the mode selectionswitch 8, the mode M can be changed over to the power mode 3 by turningon the driver's-side temporary changeover switch 11. As a result, intraveling an ascending slope which requires power, the mode M can beeasily changed over to the power mode 3 from the normal mode 1 or thesave mode 2 temporarily and hence, the vehicle can acquire the favorabletraveling performance. Further, the temporary changeover switch 11 ismounted on the steering wheel 9 and hence, the driver can easily changeover the mode M without leaving his/her hand from the steering wheel 9thus improving the manipulability.

Further, when it is determined that the current mode M is set to thepower mode 3 in step S60, the processing is branched to the step S63 inwhich the previous mode M(n-1) is read to be the current mode M(M→M(n-1)) and the routine is finished.

As a result, by manipulating the temporary changeover switch 11 againafter the mode M is temporarily changed over to the power mode 3, themode M is made to return to the initial mode M (normal mode 1 or savemode 2).

Second Embodiment

FIG. 12 is a flowchart showing temporary changeover control routine as asecond embodiment. This flowchart is used instead of FIG. 10 in a firstembodiment. Therefore, the same structure as the first embodiment, andthe same processing as FIG. 10 are given the same number and explanationare omitted.

In the first embodiment, when the shift lever 7 is positioned in Rrange, the mode M is changed over to the normal mode 1 when only thepower mode 3 is selected. In the second embodiment, when the shift lever7 is positioned in R range, the normal mode 1 is only selected as themode M.

That is, in the step 51, shift lever 7 is judged as positioned in Rrange, the processing advanced to S101. In the step 101 the current modeM is stored as previous mode (M(n-1)→M). And the processing advanced toS54 through S53, the mode M is set to normal mode 1, and quits theroutine.

The second embodiment enables the driver to feel the same acceleratorfeeling at all times. That is, accelerator operation feeling is moreconstant than the first embodiment so that better manipulation feelingcan be obtained.

Furthermore, then shift lever 7 is changed over to another range from Rrange, the mode M is automatically changed over to the previous modeM(n-1), the driver can drive the vehicle as the same mode as previousmode which is selected before reverse traveling without uncomfortablefeeling.

In the second embodiment, the mode M is changed over to the normal mode1 when the shift lever 7 is positioned in R range, however, the normalmode 1 can be changed to the save mode 2 when the shift lever 7 ispositioned in R range.

The invention is not limited to the above-mentioned embodiment. Forexample, two kinds or four kinds or more of mode maps which differ indriving force characteristics from each other may be set. By setting themode maps in this manner, the driver can drive the vehicle correspondingto two or four or more vehicles having different driving forcecharacteristics with one vehicle. Further, the driving forcecharacteristic of the mode map may be changed corresponding to liking ofthe driver.

Further, in this embodiment, the case in which the target torque is setusing the plurality of mode maps having the plurality of differentdriving force characteristics based on the accelerator opening and theengine rotational speed is exemplified. However, the invention is notlimited to such a case and the target torques of the respective drivingforce characteristics may be obtained by calculation based on theaccelerator opening and the engine rotational speed.

Further, in this embodiment, the explanation is made using the throttleactuator 37 which drives the throttle valve mounted on the electroncontrol throttle device as a controlling object. However, thecontrolling object is not limited to the throttle actuator 37. Forexample, in the diesel engine, an injector drive device may be set asthe controlling object and an injection quantity of fuel injected fromthe injector drive device may be set based on a target torque τe.

Further, in an engine which performs an open/close operation of anintake valve using a solenoid valve mechanism, the solenoid valvemechanism may be set as the controlling object and the valve opening ofthe intake valve which is driven by the solenoid valve mechanism may beset based on the target torque τe.

Furthermore, in these embodiments, the shuttle switch with automaticallyreset to the neutral point is used as the mode select switch 8. However,another type switches such as multiple switch can be used. In this case,the push switch is arranged in the middle of the switch and other pushswitches which are smaller height than the push switch are arrangedaround the push switch. In the ON manipulation of the push switch, thesave mode 2 can be selected. By this structure, multiple switch whichhas over 4 multiple switch can be easily arranged.

1. A driving force control unit for vehicle, comprising a drivingcondition detecting unit for detecting the vehicle driving condition; aselector for selecting one of driving modes by manipulation, saiddriving modes including a first mode having a driving forcecharacteristic suitable for normal driving and a second mode having asuppressed driving force; and driving force setting unit for setting adriving force indication value based on said selected mode and saidvehicle driving conditions, wherein said selector being formed by amultiple switch having a push switch which turns to ON state when apressing force direction manipulation is applied, and other switch whichturns to ON state when manipulation other than said pressing forcedirection is applied, said second mode is selected by said ONmanipulation of said push switch.
 2. The driving force control unitaccording to claim 1, wherein said vehicle driving condition is detectedaccording to accelerator opening amount and engine rotational speed,said each modes are memorized as mode maps based on said acceleratoropening amount and said engine rotational speed, said driving forcesetting unit sets said driving force indication value by reference tosaid mode maps based on said accelerator opening amount and said enginerotational speed.
 3. The driving force control according to claim 1,wherein said selector is provided on a center consol and around a shiftlever of a transmission.
 4. The driving force control according to claim1, wherein said multiple switch is formed as a shuttle switch with saidpush switch.
 5. The driving force control unit according to claim 1,wherein said multiple switch is formed as a push switch which turns toON state when a first pressing force manipulation is applied, and otherswitch which turns to ON state when a second pressing force manipulationwhich is different direction of said first pressing force manipulation.6. A driving force control unit for vehicle, comprising a vehicledriving condition detecting unit for detecting the vehicle drivingcondition; a selector for selecting one of driving modes bymanipulation, said driving modes including a first mode having a drivingforce characteristic suitable for normal driving, a second mode having asuppressed driving force characteristic and third mode having aemphasizing driving force characteristic; and driving force setting unitfor setting the driving force indication value based on the selecteddriving mode and the vehicle driving conditions, wherein said selectorbeing formed by a multiple switch having a push switch which turns to ONstate when a pressing force manipulation is applied, and a pair ofswitches which turns to ON state when operation other than the pressingforce manipulation is applied, the second mode is selected by the ONoperation of the push switch, and the first mode is selected by the ONoperation of one switch of the pair of switches, and the third mode isselected by the ON operation of the other switch of the pair ofswitches.
 7. The driving force control unit according to claim 6,wherein said vehicle driving condition is detected according toaccelerator opening amount and engine rotational speed, said each modesare memorized as mode maps based on said accelerator opening amount andsaid engine rotational speed, said driving force setting unit sets saiddriving force indication value by reference to said mode maps based onsaid accelerator opening amount and said engine rotational speed.
 8. Thedriving force control according to claim 6, wherein said selector isprovided on a center consol and around a shift lever of a transmission.9. The driving force control according to claim 6, wherein said multipleswitch is formed as a shuttle switch with said push switch.